KR100833146B1 - Wind-propelled watercraft - Google Patents

Abstract

The invention relates to a wind-propelled watercraft by means of which in contrast to the conventional solutions the wind forces can be better utilized for the propulsion, and the turning moments about the longitudinal axis acting on the body of the watercraft and the hull, respectively can be reduced. With this, a sheet element is held with at least one stay rope in close proximity to the body of the watercraft, and the one or else a plurality of stay ropes are attached to at least three points of the sheet element spaced to one another. In addition, the point of application of force of the one or else a plurality of stay ropes on the body of the watercraft can be varied depending on the wind direction and direction of motion.

Description

Wind Powered Ships {WIND-PROPELLED WATERCRAFT}

The present invention relates to a wind propulsion vessel in which at least one seat element is held by the at least one stay rope on the body of the vessel, ie the hull. More specifically, the present invention may be used alone or in combination with additional conventional actuators for sailing vessels and other vessels.

To date, the use of at least one mast, in addition to the so-called boom or mast, of one or more sails of fabric fixed to the wind for propulsion of ships and other means of transport has been used. It is common. These sails use at least one component of the wind, which is aligned with the direction of the wind or the desired direction of travel and generally provides only a portion of the total wind generating generating propulsion.

By this form, however, the rotational moment acts as a longitudinal axis in which the masts are arranged and also causes a somewhat oblique position with respect to the longitudinal axis of the hull. To actively offset this effect, leeboard and keel structures are used on sailboats depending on the size of the sail area used. However, because of this limitation, the direction of travel and the direction of wind can only be used to some extent in an optimal way, with frequent winds being required by adverse wind directions, prolonging the duration of travel towards a particular destination. The vessel can be steered to effect.

In strong winds, the mast is most vulnerable, and if the mast is broken, the sailboat is almost uncontrollable and loses propulsion, which can put irresistible weather and expose the sailors to great danger.

To avoid such risks due to strong winds, it may be necessary to reduce at least a portion of the sail area by shrinking the sails in order to reduce the forces and rotational moments acting on the masts of the sailing vessels. This, of course, reduces the propulsion speed of the sailboat.

It is therefore an object of the present invention to provide a wind propulsion vessel in which wind power can be better used for propulsion and can reduce the rotational moment acting on the longitudinal axis of the ship's body, ie the hull.

This object according to the invention is solved by the features of claim 1. Preferred embodiments and refinements of the invention may be realized by the features mentioned in the dependent claims.

The vessel according to the invention uses at least one seat element in a form similar to a conventional sail or well known kite in order to increase the propulsion force due to the action of wind power and to greatly reduce the inclination moment. These seat elements should be as small as possible and are held close to the ship's body by at least one stay rope, which stays attached to the seat elements at at least three points spaced apart from each other. The sheet elements may be bent or aligned in the vertical and horizontal directions to allow for optimal alignment of the sheet elements in accordance with the desired direction of movement while considering the direction.

This configuration makes it possible to adjust the seat element so that the seat element can be moved in the vertical direction in the wind layer having stronger winds by the control of the stay rope.

One sheet element and a plurality of sheet elements connected to each other as described above may be made of a light sheet material. Preferably, a flexible material is used for the seat element, so that the wind element can deform the seat element and increase the drag element EW equally so that the component of the force that can be used for propulsion is increased. Can be.

In order to improve the stability and, in some cases, to lift the seat element, a compressed gas chamber may be arranged and fixed to one seat element and a plurality of seat elements. The compressed gas chamber is arranged in close proximity to the seat element, and the compressed gas contained in the chamber increases the stability of the seat element. The compressed gas chamber may serve similar support to the small mass rigid frame structure for the seat element. The shape of the seat element may be limited by one or a plurality of compressed gas chambers.

A fitting with a valve can be installed in the compressed gas chamber, through which the compressed gas chamber can be filled and discharged.                 

It is particularly advantageous to fill the compressed gas chamber with a gas having a lower density than air so as to obtain a force component for lifting the seat element. Suitable fill gases are, for example, helium, but hydrogen is also possible. By filling enough such gas with a relatively low density, the lifting force can be greater than or at least equal to the weight of the sheet element. On the one hand, the lifting force should, if possible, be greater than or equal to the weight of the stay rope. In this case, the seat element floats freely in the atmosphere, making it easier to manipulate and align the seat element in the prevailing wind direction. In addition, the sheet elements fall to the floor or the sea surface, so that no further action is required to bring the sheet elements back to the wind.

On the other hand, similar to the conventional mooring mechanism, the chamber containing compressed air can also be filled with gas of low density, and the sheet element can be suspended in this chamber. If a two-dimensional element of flexible material is used, it is preferable to use at least two of said compressed gas chambers in the form of mooring mechanisms.

On the other hand, the compressed gas chamber may have an opening, and due to the dynamic pressure it is possible to fill the chamber through the opening due to the dynamic pressure when the seat element is directed towards the wind.

First of all, it is preferable to change the length of each stay rope used between the seat element and the ship body, i.e., the hull, in order to enable the steering in the vertical and horizontal directions of the seat element. In this case, each stay rope can be individually long or short. On the one hand, each of the two stay ropes arranged on the sheet element of the horizontal plane and the vertical plane can be lengthened or shortened in the same direction in the opposite direction.

By uniformly lengthening or shortening all the stay ropes at the same time, the seat element can be placed or pulled on the blowing side.

As an element for changing the length of the stay rope, for example, a pulley to which each stay rope can be wound or unrolled can be used. These pulleys can be made from the elements expressed in the terminology 'winch'.

Propulsion can be carried out by hand in a controlled manner by electric and back geared motors, control of the seat element is possible by lengthening or shortening the stay rope under consideration of the measured wind direction and / or the desired direction of travel, In this case it is possible to take into account the tensile force measured on the individual stay ropes by the electronic control device.

In particular, in order to avoid and reduce rotational moments (inclined moments) acting on the longitudinal axis, it is desirable to change the point of action of the force of the stay rope on the body of the ship, ie the hull, under consideration of the wind direction and the direction of movement. This applies regardless of whether a plurality of stay ropes fixed to the body of the ship are in close proximity to each other, or whether a common virtual force action point originates from the force vectors of these stay ropes.

By this fact, various solutions are possible.

The guide can firstly adjust the force action point of the stay rope on the body of the ship. In the simplest case, the guide can be a hoop vertically aligned with the longitudinal axis of the body of the ship on which the stay rope is guided around, in accordance with the adjustment of the seat element with respect to the longitudinal axis of the force action point. Will be displaced automatically. It is particularly preferred that the hoop in this transverse direction be formed such that the convex contour of the hoop is directed upward and obliquely forward in the direction of the vessel body (in the direction of the hoop).

Such a solution is such that the lateral guide can be accommodated in two guides aligned parallel to the longitudinal axis of the body of the ship, so that it can be displaced by the guide along the longitudinal axis of the body of the ship. Can be further improved.

Another alternative embodiment of changing the force action point of the stay rope provides the force action point eccentrically on a rotary table rotatable about an axis of rotation aligned perpendicular to the center of the force action point, so that The position of the force acting point on the axis can be automatically changed due to such eccentric arrangement and correspondingly acting rotational moment. On the other hand, the change of the position of the force action point as described above can be executed in a controlled manner by the rotary driver for the rotary table.

A third embodiment of changing the point of action of the force on the stay rope uses a lever-shaped jib boom that includes a link on one side, the lever-shaped jib boom being, for example, a longitudinal axis of the body of the ship. It is fixed at. And preferably the stay rope is fixed at a distance from the end of the jib boom, so that the position of the force action point of the stay rope with respect to the longitudinal axis of the body of the ship while the jib boom pivots with respect to the link. Changes can be made. For example, ball and socket joints and universal joints are suitable as links that can be fixed inside a guide that is aligned at right angles to the longitudinal axis.

The force point of action may change with respect to the lateral center of pressure, and may optionally be adjusted as described below. The force point of action is related to the area associated with the center of inertia of the projected area on the longitudinal axis of the ship by the lateral center of pressure. The force point of action may coincide with the intermediate transverse axis, which may be located close to the lateral center of pressure, so that the lateral center of pressure may be used as a reference for the force point of action in a simple manner. .

By selectively affecting the position of the force point of action with respect to the lateral center of pressure, the direction of travel (course) of the ship can be affected. Thus, by the position of the force action point in front of the lateral center of pressure, the vessel can be rotated in the direction of the shielded side from the wind (windward side), and the wind (while the force action point is located in the opposite direction) In the direction of the side facing the wind blowing side, it can be rotated to the rear of the lateral center of the pressure (as always seen in the direction of movement).

By influencing the position of the force acting point of the seat element perpendicular to the longitudinal axis and the direction of movement, the inclination of the ship can be selectively influenced in a fully corrected manner. Thus, if the force point of action is displaced very far, for example in the direction of the shielded side from the wind, in some cases even the inclination of the negative ship can be maintained.                 

In addition to the above elements for changing the effective length of the stay rope, an additional deflection pulley may be arranged between the force operating point and the seat element. On the other hand, the stay rope can be deflected through this deflection pulley, and the deflection pulley preferably acts while the position of the force operating point is changed. On the other hand, this deflection pulley may be displaced so that a unique and additional change in the length of the plurality of stay ropes may be made without requiring any actuation force in a relatively simple manner.

For sail and kite-shaped sheet elements that are spread in two dimensions using the compressed gas chambers already mentioned, various geometries can be used, if possible, to optimize the shape of the sheet elements for each application. This can be done taking into account the design of the ship body used.

For sufficient maneuverability of the seat elements, it is preferable to use at least three stay ropes attached to the body of the ship and the seat elements and capable of changing the effective length independently of each other. By attaching the stay rope on the seat element in such a way that the three attachment points of the stay rope form a triangle, the length of the stay rope is increased or shortened by the length of each of the stay ropes, respectively. It can be moved in the vertical direction and, moreover, is variable with respect to the prevailing wind direction.

It is more preferable to use four stay ropes that provide a connection between the seat element and the body of the ship. In this case, the four stay ropes are attached to the seat element so that the attachment points are as square as possible, the two attachment points are on a common horizontal plane, and the other two attachment points are on a vertical plane. To control the seat element it is necessary to at least lengthen or shorten each stay rope. On the one hand, the stay ropes, in which the points of attachment are present in one plane on the sheet element, can each be as long or short as possible in the opposite direction, if possible. If this variant embodiment is selected, each actuation force required can be correspondingly reduced to facilitate manual actuation.

According to the present invention, since the rotational moment acting on the longitudinal axis is considerably reduced, the keel structure commonly used for ships so far can be made smaller and can be replaced by lower cost side plates. .

For example, the bar can be applied to an emergency situation in which a mast is broken in a conventional sailing ship. The wind propulsion device according to the present invention can be quickly mounted on board and used easily, and provides driving force and maneuverability.

In addition, it is desirable to provide at least one hydrodynamically effective element, which may also be expressed in terms of "hydrofoil" on the body of a ship. In this case, the above hydrodynamically effective element is located below a floating line on the ship body and stabilizes the ship while moving continuously.

It is more preferred that the above hydrodynamically effective elements can be pivoted about one axis so that the lifting force or the pushing force on the ship can be adjusted.

On the one hand, such hydrodynamically effective elements should be arranged so that a symmetrical force relationship occurs with respect to the longitudinal axis of the ship. Thus, for example, two said hydrodynamically effective elements can be arranged at the same height on the two outer sides of the body of the ship.

Preferably, the pivot angle of the hydrodynamically effective element can be adjusted according to the vessel speed and / or the tension of the seat element. Thus, the body of the ship can be kept underwater even under extreme conditions, especially during sudden gusts. To this end, the pivot angle of the hydrodynamically effective element can be adjusted by mechanical coupling by a tension force acting on the stay rope or force point of action.

Such hydrodynamically effective elements can be shaped like wings and can be aligned horizontally or at slightly inclined angles with respect to the horizontal.

The aerodynamic properties of the seat elements can be influenced by influencing the three-dimensional shape that can be achieved by the stay rope and, if necessary, by an additional stay rope. In addition, supplementary aerodynamically effective elements can be attached to the seat element. Such an aerodynamically effective element can be pivotally fixed on the seat element, for example in the form of an upright flap, such that the aerodynamically effective element is incident upon the adjusted angle and corresponding arrangement. Lift and side forces are generated on the seat elements affected by the correspondingly increased flow resistance against the wind, so that the position of the seat elements can be manipulated relative to the ship's body and wind direction. . Adjustment of the pivot angle of this aerodynamically effective element can be achieved, for example, by a suitable rope guided towards the body of the ship.

It is preferable if an airflow separating element (small wing) capable of improving aerodynamic properties is installed on the outer edge of the seat element.

Additional factors can be used to protect against overload in order to avoid dangerous situations. Elements that protect against this overload ensure that these forces cannot all act on the body of the ship in excess of a predetermined maximum tensile force on one or more stay ropes. To counter these overload conditions, the stay rope must be provided with a spring, damper, or spring damping system, and these spring and damper characteristics must be adjusted to be effective until the corresponding spring or damping force exceeds the above limits. Bars, for example, tension springs with damping spring characteristics should be selected so that the associated tension of the element protecting from the overload can be reduced again.

Another alternative embodiment for protection against overload is to use a sliding clutch provided in the winch, for example in some cases to influence the length of the stay rope.

Another advantageous feature of the ship according to the invention is that it can be provided with a steerable side plate. Said side plate is able to reciprocate in the vertical direction, so that the effective area can be adjusted so that the inclination occurring on the ship according to the present invention can be completely, at least mostly corrected.                 

On the one hand, the side plates can also be deflected with respect to the longitudinal axis of the ship body, so that they can perform or assist in place of the function of a conventional rudder completely. In addition, the above-mentioned side plates can be used to move faster by wind.

At least one sensor string may be attached to the seat element to increase safety and the sensor string is guided from the seat element to the ship's body. By this sensor string the propulsion of the ship can be influenced, which can be significantly reduced by the corresponding influence of the shape of the surface and seat elements which are aerodynamically effective for a very short time. Preferably, two sensor strings can be attached to the outer edge of the sheet element.

The control of the ship according to the invention can be carried out in different ways and can be fully automated at an appropriate cost.

Thus, the measured values detected by the various sensors can be processed by the electronic control device, and at least the position of the seat element can be influenced by the electronic control device with respect to the desired direction of movement and the wind direction.

On the one hand, the control of the ship according to the invention can be completely mechanically influenced in a relatively simple manner by the sling element for the stay rope provided on the body of the ship.

The position of the seat element can be influenced by a sling element for the stay rope which is arranged on the body of the ship between each attachment point of the corresponding stay rope and the seat element. In the simplest case, the sling element for the stay rope is vertically aligned with the rod attached to the body of the ship so that the seat element is brought into contact with the laterally moving stay rope while the seat element is moving so that the seat element is in an undesired direction. The stay rope can be made relatively short to prevent it from moving continuously.

On the other hand, the sling element for the stay rope can be designed in the form of a hoop attached to the body of the ship. Each stay rope is guided through the hoop so that abutment limits are provided on both sides in the horizontal direction and upwards in the vertical direction.

The ship seat element according to the invention may comprise at least one compressed gas chamber. The compressed gas chamber may be part of the seat element or may be connected by the seat element. The compressed gas chamber can be filled from a gas accumulator tank, preferably containing helium, via a first conduit connected to the compressed gas chamber. In this case, the limited amount of gas is filled into the compressed gas chamber and the amount of gas is sufficient to cause the lifting force for the entire sheet element to be greater than or equal to the gravity component of the sheet element.

The connection between the compressed gas accumulator and the compressed gas chamber on the seat element, in which a conventional gas cylinder can be used, can be made by means of a valve and again disconnected by this valve. The valve can then be arranged in close proximity to the outlet of the compressed gas chamber but in the first conduit and can be opened and closed by hand in the simplest manner.

On the other hand, a valve that opens and closes automatically according to the internal pressure of the compressed gas chamber may be used.

There must be at least a second conduit to recirculate the gas from the compressed gas chamber, and in one alternative embodiment, the second conduit can pass parallel to the first conduit described above and can also be connected to at least one compressed gas chamber. This second conduit may be directed to a second compressed gas accumulator or to a second port of the compressed gas accumulator as long as it is connected to the compressed gas chamber.

On the one hand, the second conduit need not be connected in close proximity to the compressed gas chamber, but it can be connected to the first conduit and the port to the first conduit can be made through a so-called T piece.

The second conduit may also represent a bypass around the valve to the first conduit, in which case the gas recycled from the compressed gas chamber is delivered to one compressed gas accumulator.

In general, at least in this case the recycled gas is delivered to a compressed gas accumulator used to fill the compressed gas chamber, and the compressor in the second conduit is connected to a portion of the second conduit whose inlet side is facing the compressed gas chamber. And its supply side may be arranged to be connected to a portion of the second conduit in communication with the compressed gas accumulator.

Although various types of compressors may be used, the gas pressure on the compressor supply side should ensure that the compressed gas accumulator can be refilled with recycled gas.                 

In the simplest case, a hand operated compressor such as a hand pump or a piston compressor can be used.

When two compressed gas accumulators are used, the second compressed gas accumulator, in which the gas is circulated again from the compressed gas chamber, can be of different size, whereby a relatively low internal pressure is generated by the recycled gas so that the compressor In some cases, it can be useless.

The recycled gas, which is temporarily stored in the second compressed gas accumulator, can be recycled from the second compressed gas accumulator to the first compressed gas accumulator and compressed at a higher pressure at any time by the compressor.

The first conduit may be temporarily connected to the compressed gas chamber for filling and recirculating gas, in which case a lockable connection tube may be installed in the compressed gas chamber.

Because of the relatively low internal pressure required in the compressed gas chamber, a relatively weakly constructed first conduit with a small mass can be fixedly connected to the compressed gas chamber, so that the first conduit with a sufficient length can be seated while the ship continues to travel. It does not need to be separated from the element.

In this case as well as in other cases, the first conduit must be made of a flexible material for ease of handling.

On the one hand, the first conduit connecting the compressed gas chamber and the compressed gas accumulator may be guided as a bypass surrounding the compressor, so that the gas flow is guided through the first conduit or the compressor by at least one two-way valve. Can be. In this case the second conduit can be formed by a compressor with two ports. The first conduit can be guided through the compressor housing.

The compressed gas accumulator used to fill one or more compressed gas chambers should have an internal pressure greater than or equal to the internal pressure required for the compressed gas chamber before and during filling of the gas.

All the components needed to fill and recirculate the gas can be carried by wind-driven vessels, making it possible to recharge the compressed gas chamber while continuing to travel. For this purpose, at least one compressed gas accumulator is installed on the ship, and the installation must be such that the compressed gas accumulator is separated from the ship and carried to the tank apparatus for refilling the gas.

In the following, the invention is described in more detail according to the examples.

1 shows one embodiment of a seat element that can be used in a ship according to the invention.

Figure 2 shows another embodiment of a sheet element having a kite form.

Figure 3 is a plan view of one embodiment of a wind propulsion device according to the present invention provided in the body of the ship.

FIG. 3A is an enlarged view of a portion X in FIG. 3.

3b shows a jib boom that can be used in the embodiment according to FIG. 3.                 

4 is a plan view of another embodiment provided in the body of the ship.

FIG. 4A is an enlarged view of a portion Y in FIG. 4.

4B shows one embodiment of elements suitable for changing the length of the stay rope.

5 is a plan view of another embodiment serving as a guide on the body of the ship.

FIG. 5A is a cross-sectional view taken along the portion A-A of FIG. 5.

FIG. 5B is an enlarged view of a portion Z of FIG. 5A.

6 is a plan view of another embodiment of a wind turbine.

Figure 7 is a plan view of the jib boom for changing the point of action of the force provided on the body of the ship.

7A is a front view of the embodiment according to FIG. 7.

FIG. 7B shows an enlarged view of a portion W and a portion W ′ of FIG. 7A.

8 is a plan view of another embodiment of a wind turbine.

8A is a side view of FIG. 8.

9 is a schematic diagram of one embodiment of a wind propulsion device on a sailboat.

10 is a plan view schematically showing the body of the ship.

FIG. 11 shows three alternative embodiments for the sheet elements aligned in the wind.

FIG. 12 shows three embodiments of the shape of the seat element adjusted under wind considerations.                 

13 is a schematic view of a seat element with an aerodynamically effective element.

14 is a schematic view of a sling element for a stay rope arranged on the body of the ship as viewed in three directions.

15 is a schematic view of the body of a ship connected to a seat element by a stay rope.

Figure 16 shows one embodiment of a seat element comprising a compressed gas chamber and a connecting tube.

Figure 17 schematically illustrates the structure of one embodiment of a gas supply and recirculation apparatus according to the present invention.

18 shows a second embodiment of a gas supply and recirculation apparatus according to the present invention.

19 shows a third embodiment of a gas supply and recirculation apparatus according to the present invention.

20 shows one embodiment of a gas supply and recirculation apparatus according to the invention with two gas accumulators.

1 and 2 respectively show two possible embodiments of the seat element 1 which can be used in sail form and kite form for a wind propulsion device according to the invention.

According to the embodiment according to FIG. 1, the seat element 1 is attached to the body 3 of the ship, not shown by four stay ropes 2, and, if possible, by moving the seat element 1 in various directions. In order to align with the desired direction of movement under the current wind direction, the lengths of the four stay ropes 2 can each be changed individually.

In this embodiment, the sheet element 1 is made of a flexible material, for example a film and a fabric which are at least gas free. The at least two layers of sheet elements 1 sealed at the edges form a compressed gas chamber 7 filled with helium inside. By filling the compressed gas chamber 7 taking into account the volume of the chamber and the mass of the seat element 1 and the mass of the stay rope 1 so that the lifting force can be greater than the corresponding gravity, the seat element 1 Is easily maintained in air as permitted by the length of each of the stay ropes 2.

The seat element 1 shown here generally corresponds to the profile and cross-sectional structure of a conventional airplane wing and, in addition to the static lift, enables the dynamic lift component caused by the flow conditions on the seat element 1. By appropriately adjusting the lengths of the four stay ropes 2, the seat elements can be aligned in the blowing direction so that the largest possible air resistance can be generated by the largest effective working surface that can resist the wind. have.

However, more stay ropes may be used than the four stay ropes 2 shown here, which may be advantageous for the sheet element 1 of large surface area.

The embodiment of the seat element 1 shown in FIG. 2 is similar in shape to a conventional kite and is attached directly to the body 3 of the ship, not shown by only one stay rope 2. This stay rope 2 extends from a three-line hitch 20 which is attached to the edge of the sheet-like sheet element 1, which is preferably made of a light solid material. Frame structure 12 is included. In this case, carbon fiber reinforced plastics in the form of tubes or rods may be considered, in which the fabric is properly fixed to maintain its shape.

The change in the length of each of the one or the plurality of stay ropes 2 can be realized in a variety of ways, which will now be better described by way of example with the following description of the other figures.

FIG. 3, which is a plan view of the schematically illustrated body 3 of the ship, shows an embodiment with all four stay ropes 2, each stay rope having a body 3 of the ship and a seat not shown. It can be changed individually by the element 5 within the effective length between the elements 1.

Various modifications can be derived from the corresponding descriptions from the figures shown in FIGS. 3, 3A and 3B.

The elements 5, which are mainly formed of pulleys in which each stay rope 2 can be wound and unwound, are fixed to the body 3 of the ship. Four stay ropes 2 are guided from this pulley 5 to a deflection pulley 6 'which is transformed into a so-called four pulley block or two double blocks, followed by a stay rope 2 on the body 3 of the ship. It is guided to four deflection pulleys 6 towards the deflection element, which represents the actual force acting point 4 of) and guided to the seat element 1, not shown.

In this case, the force action point 4 and the seat element 1 move selectively as each stay rope 2 is lengthened or shortened by winding or unwinding on the pulley 5. As the deflection pulley for the stay rope 2, the double block 6 'is changed in position. In particular, with the description of FIGS. 3A and 3B, we will again consider how this operation is realized.

In FIG. 3A, the portion X of FIG. 3 is enlarged and illustrated in detail.

Several arrows are indicated on the deflection pulley system 6 'used as a four pulley block to indicate the possibility of influencing the position of the force action point 4. It is thus possible to move parallel or perpendicular to the longitudinal axis of the body 3 of the ship, as well as to move in an arc shape as indicated by the correspondingly formed double arrows. The movement to the arc shape can be made by installation on the rotary table 11 which is rotatable about a symmetrically arranged axis of rotation. And, the deflection system 6 'is arranged eccentrically on the rotary table 11 and moves along the circular passage while the rotary table rotates.

In another variant, the lever arm and the jib boom 10 are fixed to the joint 16 on the body 3 of the ship to which the deflection system 6 'is attached as two double blocks. Due to the deflection of the seat element 1 the jib boom 10 can automatically pivot appropriately at the top and, optionally, manually by means of a mechanical mechanism, by means of a deflection system 6 '. The deflection point with respect to the stay rope 2 which is scheduled moves according to the movement of the jib boom 10.

In particular, in Fig. 3a, four further deflection pulleys 6, to which the stay ropes 2 are continuously deflected, are attached to an eye fixed to the bottom of the body 3 of the ship.

According to the embodiment of the control device shown in Figs. 4, 4a and 4b, four stay ropes 2 are again used for the wind propulsion according to the invention, which stays on the seat element 1. Guided to and attached to it may be formed as shown in FIG. Each stay rope 2 is guided to the element 5 through a separate deflection pulley 6 and the length of each stay rope 2 can be changed by the element 5. The element 5 may be formed, for example, as shown in FIG. 4B, such as a conventional winch used for sailing vessels, and may comprise a free-wheel and a brake. In addition, a crank may be combined to wind or unwind each stay rope.

The force point of action 4 for the four stay ropes on the body 3 of the ship can be changed by a deflection system, for example a pulley system represented by a four pulley block in seaman's terms, and the desired direction of travel and The position of the force operating point can be changed by changing the length of the four stay ropes 2 under consideration of the current wind direction.

An enlarged view of the part Y in FIG. 4A shows that the eye 13 is fixed to the bottom of the ship's body 3, which contributes to supporting the deflection pulley 6. .

According to the embodiment according to FIGS. 5, 5A and 5B, the guides 8, 9 are used to change the position of the force action point 4 with respect to the longitudinal axis and the transverse axis of the body 3 of the ship. ) Is used.

Two longitudinal guide portions 9 which are aligned parallel to the longitudinal axis of the body 3 of the ship are arranged at the edge of the body 3 of the ship. Since the transverse guide portion 8 is held and guided in this longitudinal guide portion 9, the transverse guide portion can be displaced as required over the entire length of the body 3 of the ship.

On the other hand, only one of the guide portions 8, 9 may be used.

As shown in section 5a along the AA section, one or a plurality of stay ropes 2 are guided by a deflection pulley 6 arranged on a guide element 14 which is guided on a transverse guide portion 8 or It is attached in close proximity to this guide element 14 without resorting to the deflection pulley 6.

As can be seen in the enlarged Z portion of FIG. 5B, the guide element 14 reciprocates along the transverse guide 8 and is guided and held in engagement as indicated by the double arrow, thus providing a force point of action. 4 may be changed perpendicularly to the longitudinal axis of the body 3 of the ship by the movement of the guide element 14. When the transverse guide portion 8 is displaced along the longitudinal guide portion 9, a secondary variation in the position of the force action point 4 may occur.

According to the embodiment shown in FIG. 6, the possibility of changing the effective length of the stay rope 2 between the body 3 of the ship and the seat element 1 is not well illustrated, and the double lever 5 is It is attached to the end of each stay rope 2, and is used. And, the double lever 5 can be rotated about the rotation axis 15, so that the right and left stay ropes 2 can be lengthened or shortened, respectively, depending on the rotation angle of the double lever 5 with respect to this rotation axis. have. The stay rope is guided to the seat element 1 around each deflection pulley 6 which can be formed as a double block. In this case, the deflection pulley system 6 can represent the force action point 4.

7, 7a and 7b, the jib boom 10, which is attached to the body 3 of the ship by a joint 16, has a force point of action 4 against the stay rope 2; Used to change the position of.

Preferably, the joint 16 is a ball and socket joint or a universal joint, which allows the jib boom 10 to pivot in various directions.

The stay rope 2 is suspended at the opposite end of the jib boom 10 with respect to the joint 16, which jib boom 10 may have a length that projects beyond the maximum extension of the body 3 of the ship. . Thus, the rotation moment can be further reduced by a more appropriate lever relationship.

As shown in FIG. 7A, the jib boom 10 is primarily expressed in terms of sailor and is held and aligned by at least one preferably two rope systems (opposite in the drawing) in the form of sheets. Can be.

In FIG. 7B, the W portion and the W ′ portion of FIG. 7A are fixed on the body 3 of the ship and show the shape of the joint 16 with the stay rope 2 suspended on the jib boom 10. Is shown.

In principle, according to the embodiment shown in Figs. 8 and 8a for changing the length of the stay rope 2, the effectiveness of each stay rope 2 that can be implemented and used together but can also be implemented and used separately. There are two alternative embodiments that affect the length.

Each of the two stay ropes 2 is wound around a pulley 5 which is a kind of winch and guided through a deflection pulley system comprising at least two deflection pulleys 6.

As can be seen from the top view of FIG. 8, at least two of the deflection pulleys 6 can be displaced back and forth.

As can be seen from the side view of FIG. 8A, this deflection pulley 6 is guided in an engaged manner and held together by one pedal 19 on each guide 18. When the pedal 19 translates back and forth along the guide 18 attached to the body 3 of the ship, the effective length of each stay rope 2 is appropriately lengthened or shortened.

Fig. 9 shows a sailing ship in a state in which the body 3 of the ship, i.e., the hull, has a side plate 21 and a conventional direction key 22. One end of the four stay ropes 2 is attached to the body 3 of the ship and the other end is attached to the seat element 1 in the form of a fabric sail. A compressed gas chamber 7 is formed which surrounds the edge of this sail-shaped seat element 1, which may also comprise a plurality of individual chambers containing compressed gas. The compressed gas chamber 7 achieves a frame function and a stabilizer function for the flexible seat element 1. Stability can be further enhanced by additional rod-shaped elements as shown and by appropriate chamber design.

The length of the four stay ropes can be varied in various forms, for example by one of the systems described above.

10 schematically shows a plan view of the body 3 of the ship for one embodiment of the ship according to the invention. In this case, it extends over the entire width of the ship's body 3 and, in some cases, over the entire width of the ship's body, and is arranged in the region of the illustrated transverse axis of the ship's body 3. The hatched area represents the part where the point of action of the force can be located by the guides 8, 9 shown in FIGS. 5a and 5b in order to minimize the inclination of the ship and achieve the optimum propulsion speed . This area may be round if a rotary table or jib boom 10 is used.

The above effects that can be achieved by properly positioning the point of action of the force are described in the first half of this specification.

In Fig. 11 three embodiments of a variant of the sheet element are shown so that each cross section is known. According to this embodiment, the structure of the seat element 1 is based on a shape such as an airplane wing, and the seat element 1 thus formed can be aligned with the wind as shown in FIG. The force component for lifting the element 1 is generated by the wind, which can be used for propulsion of the ship via a stay rope 2, not shown. Different propulsion forces acting as tensile forces with respect to the point of action of the force by different deformation forms as shown in FIG. 11 can be met by correspondingly altered flow relationships.

When the sheet element 1 is used in the deformation form as shown in Fig. 11, the so-called Ca coefficient (lift coefficient of the profile) becomes important in addition to the Cd element, and in this case the Ca coefficient becomes large, and thus The drag element is kept small.

By influencing the three-dimensional shape by the profile, the position, aerodynamic properties and action forces can be influenced by the correspondingly occurring Ca coefficients and Cd elements.

The shape of the seat element 1 can also be affected by varying the internal pressure in the compressed gas chamber 7 while the ship is moving.

Another three embodiment of the adjusted form of the seat element 1 is shown in FIG. 12, wherein the form of the seat element can be adjusted by varying the length of each stay rope 2 and is significantly different. The shape of the seat element can be considered by the wind power.

Thus, the illustrated form can be kept small for medium wind power, and by this form, it is possible to generate maximum propulsion force in order to maintain an aerodynamic relationship.

By setting the shape of the seat element 1 as shown in the middle part of FIG. 12, the propulsion force can be reduced at larger wind speeds, and according to very strong winds such as caused by gusts, the lower part of FIG. The change in the shape of the seat element 1 as shown in Fig. 1 results in a reduction of the driving force to zero, so that a very small tensile force occurs at the point of action of the force. Such modifications may be adjusted in other dangerous situations by the at least one sensor string already mentioned earlier in this specification.                 

FIG. 13 shows a schematic form of a seat element 1 having four aerodynamically effective pivot elements 32, which pivot elements can be pivoted individually or together so that the determined pivot angle The pivot element acts similar to the flap and horizontal stabilizer of the plane so that it can be used for the selective movement of the seat element 1 in the vertical and horizontal directions when adjusted with respect to the surface of the seat element 1. Can be. For example, a suitable rope can be attached to this pivot element 32 and the angle of incidence can be adjusted by this rope. In this case, this pivot element 32 is combined with the rest of the sheet element 1 in a two-dimensional manner so that it cannot play an effective role as the pivot element.

By this aerodynamically effective pivot element 32 the Ca / Cd ratio can be influenced to steer the propulsion in each desired form.

Referring to FIG. 14, the effect and function of the sling element 35 on the stay rope will be described schematically. In this case, only one said sling element 35, which is present in the form of a rod on the body 3 of the ship, is shown for its effect and function on only one stay rope 2. The stay rope 2 is shown in solid lines when the seat element 1 is positioned in the blowing direction so that the vessel is on the desired course, which means that the vessel is moving in the desired direction of travel. However, when the seat element 1 drifts, the stay rope moves correspondingly to come into contact with the sling element 35 for the stay rope, so that the drift movement requires some manual work or other maneuverability. Without a doubt, the movement of the seat element 1 will inevitably be limited to the opposite direction of the drifting movement.

Of course, the plurality of said sling elements 35 for the stay rope cannot be shown in the present form. Such a plurality of sling elements can also be used in pairs for each stay rope 2 to limit the drift of the seat element 1 in two directions.

On the other hand, the sling element 35 for the stay rope, as mentioned in the first half of this specification, may also be formed in a bundled manner.

The wind-propelled vehicle is shown in a very simplified manner in FIG. 15, which is connected to the seat element 1 in the form of a kite by at least one stay rope 100. Wind power incident on (1) may be used for propulsion of the body 3 of the ship.

FIG. 16 shows a seat element 1 with a compressed gas chamber 7 comprising a connecting tube 108. The connecting tube 108 may be connected to the conduit 111 and the compressed gas chamber 7 may be preferably filled with helium, acting on the seat element 1 by means of a filled compressed gas chamber 7. Sufficient lift components can be generated to balance gravity.

The connecting tube 108 can be designed in the form of a conventional fast acting locking mechanism, which can be locked, for example, after filling the compressed gas chamber 7, so that the first conduit 111 ( (Not shown) can be released again from the connecting tube 108 after the compressed gas chamber 7 is filled, and can only be reconnected if the gas is recycled back from the compressed gas chamber 7.

17 shows how compressed gas is led from the compressed gas accumulator 104 to the compressed gas chamber 7 of the seat element 1 after opening the valve 102 disposed in the first conduit 111. One embodiment is shown in schematic form. In this case, the valve 105 disposed in the second conduit 103 lying around the valve 102 in the form of a bypass is closed.

In order to recirculate the gas from the compressed gas chamber 7 to the compressed gas accumulator 104, the valve is closed and the valve 105 in the second conduit 103 so that the gas is discharged from the compressed gas chamber 7 to the compressed gas accumulator ( Preferably an inflation force can be applied to the compressed gas chamber 7 to at least assist in recycling to 104.

18 shows another embodiment of supplying and recirculating gas from the compressed gas accumulator 104 to the compressed gas chamber 107 and vice versa from the compressed gas chamber 107 to the compressed gas accumulator 104. In this case, the two conduits 111, 103 are connected in parallel to each other with respect to the compressed gas accumulator 104 and the compressed gas chamber 107. Gas contained in the compressed form in the compressed gas accumulator 104 can pass into the compressed gas chamber 107 after the valve 102 is opened, and temporarily compressed gas chamber for lifting force of the seat element 1. Can be stored in and used.

When the gas in the compressed gas chamber is discharged, the connection through the conduit 111 can be released by closing the valve 102, and at the same time, the compressor 107 whose inlet side is connected to the compressed gas chamber side is operated. Gas may be pumped from the compressed gas chamber 7 to the compressed gas accumulator 104.

The embodiment according to FIG. 19 is modified from the embodiment according to FIG. 18 in that the conduit 103 is formed as a bypass around the valve 102. On the other hand, the conduits 111, 103 as well as the valve 102 and the compressor 107, as already described in the first half of this specification, can be exchanged.

19 also shows that at least one region 111 ′ of the first conduit 111 may be formed in a stretchable manner.

20 shows one embodiment of a gas supply and recirculation apparatus having two compressed gas accumulators 104 and 114.

In this case, it deals with a compressed gas accumulator 104 having a higher internal pressure, the compressed gas chamber being filled from the compressed gas accumulator 104 after opening the valve 102 in the first conduit 111. Can be.

Gas properly compressed in the compressed gas chamber by the closed valve 102 and the open valve 105 in the second conduit is recycled to the second compressed gas accumulator 114 to temporarily compress the second to a relatively low pressure. It may be stored in the gas accumulator 114, it is preferable that the internal volume of the compressed gas accumulator 114 is relatively large compared to the internal volume of the compressed gas accumulator 104. The gas temporarily stored in the low pressure compressed gas accumulator 114 may be continuously compressed and recharged from the compressed gas accumulator 114 to the compressed gas accumulator 104 at an appropriate number of times by operating the compressor 107. The compressor 107 is connected at its inlet side to the compressed gas accumulator 114 and at its supply side to the compressed gas accumulator 104.

Claims (40)

In a wind propulsion vessel having a seat element held by at least one stay rope proximate to the body of the ship, the stay rope being attached at three or more points spaced apart from each other on the seat element 1, The force action point 4 of the stay rope on the body 3 of the ship is variable depending on the wind direction and the direction of movement, At least one compressed gas chamber 7 is formed or attached on the seat element, Wind-propelled vessel, characterized in that the opening for filling by using the dynamic pressure of the wind on the compressed gas chamber (7). Wind turbine according to claim 1, characterized in that the seat element (1) is made of a flexible material. delete The wind turbine of claim 1, wherein the compressed gas chamber (7) is filled with compressed gas having a lower density than air. delete The stay rope (2) according to any one of the preceding claims, wherein the stay rope (2) measures the length of the stay rope (2) between the seat element (1) and the body (3) of the ship. Wind-propelled vessel, characterized in that it is held on the body (3) of the vessel by a changing element (5). 7. Wind turbine according to claim 6, characterized in that each said stay rope is held on said body (3) of the ship by said element (5), which changes the length of said stay rope, respectively. 2. The wind propulsion ship according to claim 1, wherein the force action point (4) is variable along a guide part (8, 9) attached to the body (3) of the ship. 2. The wind propulsion vessel according to claim 1, wherein the force action point is arranged eccentrically on a rotary table attached to the body of the vessel. 2. The wind propulsion vessel according to claim 1, wherein the force action point is arranged on a pivotable jib boom attached to the body of the vessel. 3. 5. Wind-powered ship according to any one of the preceding claims, characterized in that the force action point (4) is variable with respect to the lateral stress strain point of the body (3) of the ship. . 5. Wind-powered ship according to any one of the preceding claims, characterized in that the force action point (4) is variable parallel or perpendicular to the longitudinal axis of the ship. 5. Wind turbine according to any one of the preceding claims, characterized in that the length of each stay rope (2) is individually variable. 5. Wind-powered ship according to any one of the preceding claims, characterized in that each said stay rope (2) is wound on a respective pulley (5). 5. The wind propulsion vessel according to claim 1, wherein the stay rope is guided by one or more deflection pulleys. 6. 16. Wind turbine according to claim 15, characterized in that the deflection pulley (6) is movable. The seat element (1) according to any one of claims 1, 2 and 4, wherein the three stay ropes (2) are held on the body (3) of the ship and are formed at three points that form a triangle. 1) A wind propulsion vessel, characterized in that attached to. The seat element (4) according to any one of the preceding claims, wherein the four stay ropes (2) are held on the body (3) of the ship and at four points that form a rectangle. 1) A wind propulsion vessel, characterized in that attached to. 5. Wind turbine according to any one of the preceding claims, characterized in that the compressed gas chamber (7) is formed at the edge of the seat element (1). 5. The method according to claim 1, wherein the lifting force of the compressed gas chamber 7 is greater than or equal to the weight of the seat element 1. Featuring wind-propelled vessels. 5. Wind-powered ship according to any one of the preceding claims, characterized in that at least one hydrodynamically effective element (31) is arranged on the body (3) of the ship. 22. Wind turbine according to claim 21, characterized in that the hydrodynamically effective element (31) is pivotable about one axis. 5. The pivot angle of the hydrodynamically effective element 31 according to any one of claims 1, 2 and 4 is dependent on either or both of the speed of the ship and the tensile force of the seat element 1. Wind-propelled vessel, characterized in that adjustable according. 5. The wind-powered ship according to claim 1, wherein at least one aerodynamically effective pivotable element 32 is arranged on the seat element 1. 6. . The wind turbine according to any one of claims 1, 2 and 4, characterized in that the side plates attached to the body (3) of the ship are rotatable about a longitudinal axis. Wind turbine according to any one of the preceding claims, characterized in that at least one sensor string guided towards the body (3) of the ship is attached to the seat element (1). . The wind-propelled vessel according to any one of claims 1, 2 and 4, wherein an element to protect against overload is disposed on the stay rope (2). Wind turbines according to any of the preceding claims, characterized in that the wind stall element is arranged at the outer edge of the seat element (1). 5. Wind turbine according to any one of the preceding claims, characterized in that a stay rope sling element (35) is arranged on the body (3) of the ship. 5. The at least one compressed gas accumulator (1) according to any one of claims 1, 2 and 4, wherein at least one compressed gas chamber (7) is connected by one first conduit (111) and one valve (102). 104, wherein the compressed gas chamber 7 may be filled from the compressed gas accumulator 104 and may be connected to the compressed gas chamber 7 or may be connected to the first conduit 111. A wind propulsion vessel, characterized in that two conduits (103) are arranged for recirculating gas from said compressed gas chamber (7) to one or more of said compressed gas accumulators (104) or second compressed gas accumulators (114). 5. The at least one compressed gas accumulator (1) according to any one of claims 1, 2 and 4, wherein at least one compressed gas chamber (7) is connected by one first conduit (111) and one valve (102). 104, and the compressed gas chamber 7 can be charged from the compressed gas accumulator 104, so that the inlet side of the compressor 107 is connected to the compressed gas chamber 7, and the compressor A supply side of the wind turbine (107) is connected to the compressed gas accumulator (104, 114) in the second conduit (103). 32. The wind turbine according to claim 31, wherein the second conduit (103) with the compressor (107) is connected to the first conduit (111) in the form of a bypass around the valve (102). Propulsion vessels. delete delete delete delete delete delete delete delete

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